^Ml 


UNIV.  OF  FL  Lll. 


U.S.  DEPOSITORY 


INTERSTATE  COMMERCE  COMMISSION. 


REPORT  OF  THE  CHIEF  OF  THE  DIVISION  OF  SAFETY,  COVER- 
ING THE  INVESTIGATION  OF  AN  ACCIDENT  WHICH  OCCURRED 
ON  THE  BALTIMORE  &  OHIO  RAILROAD  NEAR  WOODLYN,  PA., 
ON  SEPTEMBER  19,  1914. 

December  23,  1914. 
To  the  Commission: 

On  September  19,  1914,  there  was  a  derailment  of  a  passenger 
train  on  the  Baltimore  &  Ohio  Railroad  near  Woodlyn,  Pa.,  which 
resulted  in  the  injury  of  34  passengers,  3  Pullman  employees,  and  1 
employee  of  the  railroad.  After  investigation  of  this  accident  the 
Chief  of  the  Division  of  Safety  reports  as  follows: 

Westbound  passenger  train  No.  3  consisted  of  2  mail  cars,  1  com- 
bination baggage  and  express  car,  1  smoking  car,  1  coach,  2  Pull- 
man sleeping  cars,  and  1  parlor  car.  The  coach  and  the  parlor 
car  had  steel  underframes,  the  other  cars  being  of  all-steel  con- 
struction. This  train  was  hauled  by  locomotive  No.  5103,  and  was 
in  charge  of  Conductor  Anderson  and  Engineman  Way.  It  left 
Philadelphia  at  9.25  p.  m.,  four  minutes  late,  and  at  9.40  p.  m.  was 
derailed  at  a  point  about  1,600  feet  west  of  the  station  at  Woodlyn, 
Pa.,  which  is  10.4  miles  from  Philadelphia,  on  account  of  the  break- 
ing of  the  forward  axle  of  the  locomotive  tender.  The  speed  at  the 
time  of  derailment  was  57  miles  per  hour. 

After  derailment  the  tender  wheels  ran  along  on  the  ties  until  they 
reached  the  western  end  of  the  north  passing  track.  At  this  point 
the  frog  was  torn  out  and  the  entire  train  derailed.  About  150  feet 
beyond  this  point  is  a  double-track,  single-span,  trussed  bridge  167 
feet  4  inches  in  length.  The  locomotive  and  first  five  cars  passed  over 
the  bridge  in  safety,  the  locomotive  coming  to  a  stop  710  feet  beyond 
the  western  end  of  the  bridge  with  the  derailed  tender  coupled  to  it. 
About  25  feet  north  of  the  locomotive  were  the  first  four  cars  of  the 
train,  upright  on  the  ties.  The  fifth  car  turned  over  to  the  right  im- 
mediately after  crossing  the  bridge  and  came  to  rest  with  its  roof 
against  a  telegraph  pole,  at  the  top  of  a  25-foot  embankment.  The 
sixth  car,  the  all-steel  Pullman  sleeping  car  Rachita.  swerved  to 

7471S— ]5 1 


INTERSTATE    COMMERCE    COMMISSION. 


ACCIDENT    NEAR    WOODLYN,    l'A. 


No.   2.- 


-View  of  wrecked  bridge  looking  north,  showing  steel  car  on  its  side  at  foot  of 
embankment. 


4  INTERSTATE    COMMEECE    COMMISSION. 

the  right  enough  to  strike  the  end  post  of  the  right-hand  truss 
of  the  bridge,  after  which  it  plunged  to  the  track  below,  a  dis- 
tance of  about  25  feet.  The  second  Pullman  sleeping  car  stopped 
with  its  forward  end  projecting  over  the  bridge  abutment  and  was 
also  leaning  to  the  right  against  a  telegraph  pole.  The  last  car  in 
the  train,  a  parlor  car.  was  also  derailed,  but  remained  upright  at  the 
top  of  the  embankment,  immediately  behind  the  second  sleeping  car. 
The  damage  caused  to  the  bridge  by  the  sleeping  car  Rachita  caused 
its  collapse.  Illustration  No.  1  is  a  general  view  of  the  accident, 
looking  in  the  direction  in  which  the  train  was  moving.  Illustra- 
tion No.  2  is  a  view  looking  in  the  opposite  direction  and  shows  in 
particular  the  condition  of  the  bridge  after  the  accident. 

This  division  of  the  Baltimore  &  Ohio  Railroad  is  a  double-track 
line,  train  movements  being  protected  by  the  automatic  block  signal 
system.  The  track  is  straight,  with  a  descending  grade  for  west- 
bound trains  of  0.8  per  cent.  It  is  laid  with  100-pound  rails  33  feet 
in  length,  with  about  18  pine  and  oak  ties  under  each  rail.  The  bal- 
last consists  of  12  inches  of  crushed  stone,  and  the  general  condition 
of  the  track  Avas  excellent.     The  weather  was  clear. 

Examination  of  the  track  showed  that  the  first  mark  of  derailment 
was  about  400  feet  east  of  the  station,  at  which  point  a  tie,  slightly 
higher  than  the  rest,  had  a  small  groove  cut  in  it.  One  hundred  and 
twelve  feet  beyond  there  was  another  tie  with  a  deeper  groove  in  it. 
At  the  eastern  end  of  the  station  platform  a  plank  on  the  right  side 
of  the  track  was  torn  up,  while  at  a  highway  crossing  150  feet  beyond 
were  the  first  indications  that  the  tender  wheels  had  left  the  rails,  a 
crossing  plank  on  the  outside  of  the  right-hand  rail  having  been  torn 
up,  while  a  plank  on  the  inside  of  the  opposite  rail  was  split  and 
showed  marks  of  a  wheel  flange  having  caused  it.  From  this  point 
to  the  switch  at  the  western  end  of  the  north  passing  track,  a  dis- 
tance of  735  feet,  the  tender  wheels  ran  along  on  the  ties.  After 
tearing  out  the  frog  at  this  switch  the  entire  train  was  derailed  with 
the  exception  of  the  engine. 

The  trucks  under  the  tender  of  locomotive  No.  5103  were  of  100 
tons  capacity,  built  by  the  Baldwin  Locomotive  Works  in  July,  1913, 
and  placed  in  service  the  following  month.  The  axles  were  of  forged 
steel,  with  a  6  by  11  journal  bearing,  and  a  wheel  fit  measuring  7f 
by  8£.  It  was  within  this  wheel  fit  that  the  break  occurred,  nearly 
square  across  the  axle,  varying  from  three-sixteenths  to  seven-six- 
teenths inch  in  from  the  outside  face  of  the  hub  of  the  wheel.  The 
break  was  a  detailed  or  progressive  type  of  fracture,  which  extended 
in  from  one  side  of  the  axle,  leaving  only  about  26  per  cent  of  the 
metal  intact.  It  was  the  breaking  of  this  last  portion  which  was  the 
immediate  precursor  of  this  accident. 


ACCIDENT    NEAR    WOODLYN,    PA.  5 

The  investigation  to  determine  the  reason  for  the  failure  of  this 
axle  was  conducted  by  Mr.  James  E.  Howard,  engineer  physicist, 
whose  report  immediately  follows. 

The  fractured  axle  represents  one  of  the  largest  in  common  use 
for  tender  trucks.  It  was  furnished  under  the  specifications  of  the 
Baltimore  &  Ohio  Railroad  Co.,  which  call  for  the  dimensions  given 
on  the  following  sketch. 

The  specifications  state  that  axles  shall  be  made  of  steel,  the  desired 
composition  of  which  is — 

Per  cent. 
Carbon 0.  45 

Manganese,  not  above -50 

Silicon' .05 

Phosphorus,  not  above .04 

Sulphur,  not  above , .04 

Axles  will  be  considered  as  having  failed  chemically  and  will  be 
rejected  if  the  analysis  shows  the  constituents  to  be  outside  the  fol- 
lowing limits : 

Per  cent. 

Carbon below  0.35  or  above  0.55 

Manganese above     .50 

Phosphorus above     .06 

Sulphur above     .05 

Axles  of  this  size  are  required  to  stand  a  drop  test  of  7  blows  of  a 
1.640-pound  tup,  dropped  from  a  height  of  52  feet,  the  deflection 
under  the  first  blow  not  to  exceed  4|  inches.  During  the  test  they 
are  to  rest  upon  supports  3  feet  apart,  the  tup  striking  the  axle  mid- 
way its  length.  The  axle  to  be  turned  (that  is,  rotated  180°)  after 
the  first  and  third  blows  and  when  required  after  the  fifth. 

This  axle  bore  the  brand  mark  "  Pollak,"  of  the  Pollak  Steel  Co., 
at  the  middle  of  its  length.  It  was  finished  and  assembled  by  the 
Baldwin  Locomotive  Works.  The  ends  of  the  journals  were  stamped 
"7  13  100  B  L  W,"  and  "7  13  80  B  L  W,"  on  the  fractured  and 
intact  ends,  respectively.  These  marks  indicate  that  the  wheels  wTere 
pressed  on  the  axle  at  the  Baldwin  Locomotive  Works  in  the  month 
of  July,  1913,  and  that  a  pressure  of  100  tons  was  used  for  the  wdieel 
at  the  fractured  end  and  80  tons  for  the  opposite  wheel. 

Rolled  steel  wheels  were  used,  made  by  the  Standard  Steel  Works 
Co.  The  wheel  on  the  fractured  end  of  the  axle  was  branded 
"  -g  S  -g  6  28  13  673  15542,"  that  on  the  other  end,  "6  29  13  428." 
The  total  weight  of  the  tender  under  which  this  axle  was  used  was 
165,000  pounds,  an  average  load  of  20,625  pounds  per  wheel.  The 
bearing  surfaces  of  the  journals  were  in  good  condition,  showing  no 
wear  of  consequence,  the  wheels  also  being  in  good  order.  The  wheel 
at  the  intact  end  shows  a  little  more  flange  wear  than  its  mate,  but 
each  weue  in  a  satisfactory  condition. 


INTERSTATE    COMMERCE    COMMISSION. 


ACCIDENT    NEAK   WOODLYN,  PA.  7 

Aii  examination  was  made  of  the  fractured  axle  for  concentricity 
in  running,  with  wheels  still  in  place.  For  this  purpose  it  was 
centered  in  a  lathe  and  there  rotated.  It  was  found  to  be  substan- 
tially in  normal  condition,  notwithstanding  the  vicissitudes  through 
which  it  had  passed  at  the  time  of  derailment.  No  contributory 
cause  leading  to  its  failure  was  revealed  at  this  time. 

The  wheels  were  next  pressed  off  the  axle.  The  one  at  the  frac- 
tured end  required  a  force  of  375  tons  to  remove  it;  that  on  the 
intact  end  145  tons  pressure.  The  surfaces  of  the  axle  at  the  whee] 
fits  were  now  exposed  to  view.  That  on  the  intact  end  was  in  good 
condition  and  presented  a  normal  appearance.  The  surface  at  the 
fractured  end^  however,  was  characterized  by  the  presence  of  a  con- 
siderable number  of  marks  or  serrations  made  by  some  blunt-edged 
tool,  which,  as  a  group,  covered  about  two-thirds  of  the  circum- 
ference.   They  were  located  on  the  side  of  the  axle  which  first  rup- 


No.  4. — Brand  mark  "  Pollak  "  on  axle  at  middle  of  length. 

tured  and  symmetrical  with  that  side.  The  significance  of  these 
serrations  in  respect  to  their  indicating  a  cause  for  the  failure  of  the 
axle  and  their  probable  origin  will  be  referred  to  in  a  later  part  of 
this  report. 

The  dismantled  axle  wTas  subjected  to  a  drop  test.  It  endured  the 
seven  prescribed  blows  without  fracture.  The  deflection  caused  by 
the  first  blow  was  1.8  inches.  An  eighth  blow  was  struck  to 
straighten  the  axle.  Two  longitudinal  seams  wTere  developed  along 
the  length  of  the  axle,  one  near  the  middle  and  one  near  the  intact 
end.  No  particular  significance  is  attached  to  the  development  of 
these  seams  in  respect  to  influencing  the  failure  of  the  axle  at  the 
time  of  derailment.  They  represented  the  development  of  seams 
which  were  in  the  forging  but  of  a  kind  which  service  conditions 
would  not  be  expected  to  develop. 


8 


INTERSTATE    COMMERCE    COMMISSION. 


The  axle  was  next  cut  up  for  metallographic  examination,  chemical 
analysis,  and  physical  tests.  This  work  was  done  in  the  shops  and 
laboratory  of  the  Baltimore  &  Ohio  Railroad  Co.,  which  company 
cooperated  with  the  Division  of  Safety  in  the  acquisition  of  these 
data  in  a  very  efficient  and  satisfactory  manner.  Chips  for  chem- 
ical analysis  were  taken  from  different  parts  of  the  cross  section, 
near  the  finished  surface  or  circumference  of  the  axle,  one  quarter 
below  the  surface  diametrically,  and  at  the  center  of  the  section. 
Two  sets  of  chips  were  taken,  one  representing  the  metal  in  the 
vicinity  of  the  place  of  rupture,  the  other  the  opposite  end  of  the 
axle. 


i_> 


No.  5. 


-Marks  stamped  on  end  of  fractured  journal  7  13  100  B  L  W,  indicathu 
date  wheel  was  pressed  on  axle  and  pressure,  in  tons,  used. 


The  results  of  the  chemical  analyses  were  as  follows: 


Location. 


Fractured  end  of  axle: 

Near  circumference 

One-quarter  below  surface 
Center  of  section 

Intact  end  of  axle: 

Near  circumference 

One-quarter  below  surface 
( 'enter  of  section 


Carbon 

Sulphur. 

Phos- 
phorus. 

Per  cent. 

Per  cent. 

Per  cent. 

0.39 

0. 039 

0. 026 

.37 

.038 

.023 

.38 

.039 

.025 

.40 

.037 

.025 

.37 

.040 

.025 

.39 

.039 

.024 

Manga- 
nese. 


Per  cent. 

0.45 

.47 


OCCIDENT    NEAR    WOODLYN,    PA. 


9 


Hardness  tests  by  means  of  the  scleroscope  were  made  on  the  sur- 
face of  the  wheel  lit.  near  the  place  of  fracture,  and  on  two  cross  sec- 
tions in  the  same  vicinity.  On  the  surface  of  the  wheel  lit.  near  the 
place  of  fracture,  the  hardness  ranged  from  3]  to  II.  The  harder 
metal  was  on  the  side  of  the  axle  first  to  rupture.  On  the  two  cross 
sections  the  hardness  ranged  from  23  to  28.  The  higher  values  at 
the  surface  of  the  wheel  lit  are  attributed  to  mechanical  work  hav- 
ing heen  done  on  that  surface  in  pressing  on  the  wheel,  or  incidental 
treatment,  rather  than  to  any  material  difference  in  the  composition 
of  the  steel.  The  microstructure  of  the  steel  did  not  indicate  a  dif- 
ference in  hardness  due  to  composition  at  the  surface  of  the  axle. 


No.  6. — Track  wheels,  showing  fractured  surface  of  axle  just  below  face  of  hub. 


The  metallographic  examination,  taken  at  four  places  on  the  circum- 
ference. 90c   apart,  showed  identical  structure  throughout. 

Tensile  tests  were  made  on  the  metal  of  the  section  covered  by  the 
wheel  fit  near  the  place  of  fracture.  The  tests  represented  the  metal, 
in  a  Longitudinal  direction,  near  the  circumference,  one-quarter  below 
the  surface,  and  at  the  center  of  the  axle.  Specimens  were  taken  out 
in  duplicate,  one  set  being  tested  in  the  natural  state  of  the  metal 
in  the  forging  and  one  set  after  the  metal  was  annealed.  Three  ad- 
ditional specimens  were  taken  from  the  axle  near  the  middle  of  its 
length,  in  a  crosswise  direction. 
7471 8— in 2 


10 


INTERSTATE    COMMERCE    COMMISSION. 


The  results  of  the  tensile  tests  were  as  follows   (specimens  0.50 
diameter  by  2  inches  long)  : 


I  ,iir;ii  ion. 


Tensile 

strength, 

per 

square 

inch. 


Longitudinal  specimens,  natural  state  of  forging:  Pounds. 

Near  circumference 75, 800 

One  quarter  below  surface :  75, 000 

Center  of  section I  71, 200 

Longitudinal  specimens,  annealed: 

Near  circumference 72, 800 

One  quarter  below  surface 09, 500 

Center  of  section 68, 700 

Crosswise  specimens,  natural  state  of  forging: 

I  69,300 

Diametrical  and  on  chords i  67,130 

1 1  70,900 


Elonga- 
tion. 


Per  cent. 
29.0 
29.0 
28.0 

31.5 

33.0 
30.0  I 

18.0 
15.0 
20.0 


Contrac- 
tion of 
area. 


Per  cent. 
42.3 
44.3 
40.2 

49.2 
51.8 

47.6 

18.4 
14.8 
21.4 


The  elastic  limits  of  the  longitudinal,  unannealed  specimens  were 
in  the  vicinity  .of  45,000  pounds  per  square  inch,  which  dropped  to 
37,000  pounds  per  square  inch  in  the  annealed  metal.  In  a  crosswise 
direction  the  elastic  limits  were  about  30,000  pounds  per  square  inch. 
The  fractures  of  the  longitudinal  specimens  were  fine  silky,  those  of 
the  crosswise  specimens  lamellar. 

The  results  of  the  examination  of  the  metal  showed  a  grade  of 
steel  had  been  used  which  under  normal  conditions  should  have  en- 
abled the  axle  to  sustain  the  loads  of  the  tender,  which  under  static 
conditions  were  not  high.  Assuming  a  load  of  20,000  pounds  carried 
by  each  journal,  with  center  of  effort  at  the  middle  of  the  length  of 
the  journal,  then  the  bending  stress  at  the  inner  end  would  be  only 
5,186  pounds  per  square  inch.  At  the  inner  end  of  the  dust  guard 
section  the  computed  stress  would  be  4,142  pounds  per  square  inch, 
while  in  the  vicinity  of  the  actual  place  of  rupture,  at  the  wheel 
seat,  the  static  stress  would  be  somewhat  less  than  4,000  pounds  per 
square  inch.  These  are  recognized  as  moderate  bending  stresses 
which  if  not  exceeded  the  axle  should  carry  with  safety.  The  frac- 
ture of  this  and  other  axles  indicates,  however,  that  occasional  loads 
are  received  greatly  in  excess  of  the  static  loads,  the  severity  of 
which  is  accountable  for  the  ultimate  failure  of  axles. 

This  axle  was  used  with  36-inch  wheels.  It  would,  therefore,  make 
about  560  rotations  per  mile,  and  the  total  number  of  rotations  for 
its  mileage  of  84,649  miles  would  be,  in  round  numbers,  47,400,000. 
Under  a  constant  bending  stress  as  low  as  5,186  pounds  per  square 
inch  the  effect  of  this  number  of  repetitions  should  not  affect  the 
integrity  of  the  axle.  In  fact  the  life  of  the  axle  under  a  load  of 
this  magnitude  should  be  practically  of  unlimited  duration. 


A.CCIDENT    NEAR    WOODLYN,   PA.  11 

This  axle  fractured  at  a  place  where  the  bending  stresses  were  not 
at  their  maximum,  a  circumstance  which  calls  for  special  inquiry. 
The  fracture  did  not  occur  at  the  face  of  the  hub  of  the  wheel,  but  at 
a  distance  within,  ranging  from  three-sixteenths  of  an  inch  to  seven- 
sixteenths.  From  its  position  it  was  effectually  concealed  by  the 
metal  of  the  hub,  its  presence  not  admitting  of  discovery  prior  to  the 
complete  separation  of  the  metal  and  the  failure  of  the  axle.  The 
type  of  fracture,  however,  was  a  common  one.  and  known  as  a  de- 
tailed or  progressive  fracture.  A  type  of  fracture  which  results  from 
;i  number  of  repetitions  of  load.  Fractures  of  this  kind  are  unac- 
companied by  the  development  of  ductility  which  is  displayed  in  the 
usual  tests  of- the  metal. 

The  fracture  of  this  axle  started  on  one  side  of  its  cross  section, 
thence  extending  toAvard  the  center.  At  the  time  of  final  rupture 
only  about  one-quarter  of  the  cross  section  remained  intact.  The 
final  portion  was  an  eccentric  section  some  3  inches  in  diameter.  The 
fractured  surface  presented  the  usual  characteristics  witnessed  in  re- 
peated stress  fractures.  The  earlier  fractured  portions  w7ere  ham- 
mered smooth  by  the  longitudinal  compressive  component,  which 
acted  on  the  axle  up  to  the  time  of  final  fracture.  The  portion  which 
failed  last  had  a  silky  appearance,  but  was  somewhat  battered  by 
blows  received  at  the  time  of  the  derailment.  The  fiber  stresses  in 
this  part  of  the  axle  certainty  were  greatly  augmented  before  final 
rupture  was  reached.  They  must  have  been  increased  several  fold  at 
the  time  the  axle  was  reduced  to  an  effective  diameter  of  3  inches. 

Failures  of  this  kind  have  furnished  evidence  upon  the  wide  fluc- 
tuations of  stresses  which  are  received  in  the  track,  since  there  have 
been  instances  in  which  axles,  partially  ruptured,  have  been  discov- 
ered carrying  normal  loads  on  diameters  of  sound  metal  very  much 
reduced  over  their  primitive  dimensions.  Such  evidence,  resting 
upon  a  number  of  examples,  leads  to  the  deduction  that  wide  fluc- 
tuations of  loads  are  generally  encountered  in  the  track  and  must  be 
provided  for  in  establishing  the  dimensions  of  axles.  Practically  this 
is  a  matter  not  easily  fixed. 

There  are  places  in  which,  by  reason  of  the  difficulties  which  sur- 
round the  determination  of  the  actual  working  stresses,  the  prob- 
lem of  providing  a  proper  section,  is  one  of  peculiar  obscurity. 
Axles  are  examples  in  which  it  is  essential  to  provide  adequate 
strength  to  resist  loads  which  in  a  strict  sense  are  indeterminate. 
For  this  reason  the  failure  of  an  axle  of  this  kind  is  matter  of  deep 
concern,  unless  some  unusual  and  specific  cause  for  its  fracture  can 
be  found. 

It  is  believed  that  an  exceptional  condition  existed  in  the  case  of 
this  axle  which  affected  its  durability  and  led  to  its  premature  fail- 


12 


INTERSTATE   COMMERCE   COMMISSION. 


ure,  and  which  was  found  in  a  well-defined  circumferential  mark 
scored  upon  the  surface  of  the  wheel  fit,  and  which  the  plane  of 
rupture  followed  over  a  considerable  portion  of  its  course.  This 
scored  line  appeared  to  have  located  the  incipient  place  of  rupture. 
In  appearance  it  resembled  the  effect  of  the  cutting  edge  of  some 
hard  body  rather  than  the  mark  of  an  ordinary  lathe  tool  used 
in  the  finishing  cut  on  the  axle.  If  not  made  by  a  lathe  tool,  it 
must  have  been  made  by  some  hard  body  having  substantially  the 


No.  7. — End  view  of  fractured  axle,  showing  character  of  surface  of  progressive 
fracture.  Diameter  of  metal  which  remained  intact  up  to  the  time  of  final 
fracture,  3  inches. 


same  diameter  as  the  wheel  fit,  which  feature  directs  attention  to 
the  hub  of  the  wheel  as  a  probable  object  responsible  for  the  cir- 
cumferential scoring. 

Upon  dismantling  the  axle  further  evidence  was  disclosed  which 
directed  attention  to  this  part  of  the  wheel  fit,  namely,  the  serrations 
on  the  cylindrical  surface,  previously  referred  to,  which  were  located 
near  the  place  of  rupture.  Efforts  were  directed  toward  ascertaining 
why  these  serrations  were  present,  which  apparently  attached  to  the 
period  of  machining  the  rough-turned  forging  or  when  pressing  on 


ACCIDENT    NEAR    WOODLYN,   PA. 


13 


the  wheels.  The  rough -turned  axles  were  finished  at  the  Baldwin 
Locomotive  Works  in  lathes  which  were  located  in  the  immediate 
vicinity  of  the  hydraulic  press  used  for  pressing  on  the  wheels.  That 
such  marks  could  have  been  present  on  the  finished  surface  of  the 
axle  and  not  attract  the  attention  of  the  lathe  operator  is  improb- 
able, while  their  character  is  unlike  what  might  be  expected  to  occur 
in  the  lathe.  There  appeared  no  reasonable  opportunity  for  the  axle 
to  receive  the  serrations  in  transit  from  the  lathe  to  the  press. 

Conjecturally  the  most  probable  explanation  for  the  cause  of  their 
presence,  and  when  made,  attaches  to  the  time  when  the  wheels  were 
pressed  on  the  axle.  If,  by  accident,  the  axle  was  started  askew  when 
it  first  entered  the  hub  of  the  wheel,  the  rapid  action  of  the  pump  of 
the  hydraulic  press  might  cause  damage  to  the  wheel  fit  before  its 
operation  could  be  arrested.     Provided  this  happened,  the  presence 


X".  8. — Portion  of  axle  detached  by  plane  of  fracture  at  the  wheel  fit. 


of  the  sharp  circumferential  scoring  would  be  consistently  accounted 
for.  Furthermore,  the  removal  of  the  axle  or  its  readjustment  nor- 
mal to  the  face  of  the  hub  would  require  unusual  efforts,  and  hammer- 
ing the  axle  to  release  it  for  readjustment  is  a  plausible  affair.  The 
choice  of  tools  available  to  do  this  is  not  very  great  in  the  vicinity  of 
a  wheel  press,  and  such  serrations  might  result  from  the  use  of  some 
chance  tool  found  near  by. 

The  records  of  the  Baldwin  Locomotive  Works  do  not  furnish  any 
information  upon  this  feature  of  the  case.  In  fact,  their  records 
do  not  show  that  a  Pollak  axle  was  used,  but  on  the  other  hand  they 
call  for  a  Carnegie  axle  in  its  place.  Carnegie  axles  were  inspected 
and  accepted  by  the  Baltimore  &  Ohio  Railroad  Co.  for  this  tender, 
but  the  presence  of  the  brand  mark  "  Pollak"  and  the  initials  of  the 
Baldwin  Locomotive  Works,  with  the  date  of  pressing  on  the  wheels 


14 


INTERSTATE    COMMERCE    COMMISSION. 


No.  9. — Side  view  of  axle  at 
wheel  fit,  showing  serra- 
tions on  surface  adjacent 
to  plane  of  fracture.  Frac- 
tured edge  on  the  right  of 
the  cut.  Microscopic  speci- 
mens slotted  off  the  left 
edge  of  this  section. 


ACCIDENT    NEAR    WOODLYN,   PA. 


15 


No.  10. — hide  view  of  axle  at  wheel  lit  and  dust  guard, 
showing  circumferential  scoring  on  wheel  fit,  which  the 
plane  of  fracture  followed  over  a  part  of  its  course. 
Fractured  edge  on  the  left  of  the  cut. 


16 


INTERSTATE    COMMERCE    COMMISSION. 


and  the  pressures  employed,  agreeing  with  the  records  of  the  latter 
company,  show  that  some  error  was  made  in  the  records.  Although 
not  important  in  this  instance,  cases  may  arise  in  which  the  inspec- 
tion of  the  material  would  involve  vital  features.  On  this  occasion 
greater  importance  attached  to  the  workmanship  and  the  assembling 
of  the  wheels  upon  the  axle,  which  the  inspection  provided  for  did 
not  cover. 


No.  11. — Microstructure  of  fractured  axle  near  circumference  at  wheel  fit  and  near  place 
of  fracture.     Specimens  taken  out  90  degrees  apart.     Magnification.  50  diameters. 

The  cause  of  the  failure  of  the  axle  appears  associated  with  the 
presence  of  the  circumferential  scoring  which  was  on  the  surface 
of  the  wheel  fit,  and  that  its  endurance  in  service  was  impaired  by 
this  groove.  An  illustration  bearing  upon  the  behavior  of  this  axle 
was  furnished  by  duplicate  test  shafts  recently  .submitted  to  repeated 
alternate  stresses,  similar  in  kind  to  the  stresses  which  ruptured  this 
axle.     One  of  the  shafts  was  accidentally  scored  during  the  test  bv 


ACCIDENT    NEAR    WOODLYN,   PA.  17 

a  loose  set  screAv.  The  place  of  rupture  was  located  by  this  scoring, 
and  the  number  of  repetitions  of  stresses  was  reduced  (564,700  times, 
apparently  by  reason  of  this  surface  defect.  The  total  number  of 
repetitions  of  loads  sustained  by  the  injured  and  uninjured  shafts 
were  202,000  and  020,700,  respectively.  Sharp  reentering  angles  and 
sudden  changes  in  cross  section  are  recognized  as  undesirable  in 
material  subjected  to  repeated  alternate  stresses.  Slight  surface  de- 
fects are  also  detrimental,  increasing  in  gravity  with  the  magnitude 
of  the  stresses  and  with  the  use  of  higher  or  harder  grades  of  steel. 

It  is  problematical  how  long  axles  endure  in  service  after  rupture 
actually  begins.  Annular  fractures  are  at  times  formed  and  are 
probably  of.  slower  development  than  fractures  which  develop  on 
one  side  of  the  axle  only. 

In  conclusion  it  appears — 

That  the  derailment  of  train  No.  3  was  due  to  the  fracture  of  a 
tender  axle. 

That  the  type  of  failure  was  a  progressive  or  detailed  fracture, 
starting  from  one  side  of  the  axle  and  thence  extending  inward. 

That  final  rupture  occurred  when  there  remained  intact  only  about 
one-quarter  of  the  original  cross  section  of  metal. 

That  the  fracture  of  the  axle  occurred  on  the  wheel  fit,  at  a  place 
some  three-sixteenths  to  seven-sixteenths  inch  within  the  section 
covered  by  the  hub  of  the  wheel. 

That  the  location  of  the  place  of  rupture  was  probably  influenced 
bjr  circumferential  scoring  on  the  surface  of  the  wheel  fit,  which  the 
plane  of  rupture  followed  over  a  part  of  its  course. 

That  the  scoring  was  a  defect  of  workmanship  incident  to  the 
period  of  finishing  the  axle  or  when  the  wheel  was  being  pressed  on 
the  end  which  subsequently  fractured. 

The  investigation  by  Mr.  Howard  showed  that  steel  of  good  quality 
was  used  in  the  axle  which  failed,  the  immediate  cause  of  failure 
appearing  to  be  the  presence  of  a  surface  defect  on  the  wheel  fit, 
which  place  marked  the  location  of  rupture.  The  fracture  of  an 
axle  of  this  size  is  a  very  disquieting  matter,  provided  no  unusual 
and  specific  cause  is  discovered.  The  influence  which  surface  defects 
have  in  limiting  the  endurance  of  shafts  and  axles  is  well  known, 
and  the  presence  of  such  a  defect  on  this  axle  is  in  a  way  reassuring, 
since  it  removes  a  doubt  which  would  attach  to  all  axles  of  this 
class  if  no  local  defect  led  to  its  failure. 

The  customary  inspection  in  this  instance  did  not  guard  against 
defects  of  workmanship,  nor  in  the  case  of  this  axle  did  it  afford 
assurance  that  the  material  inspected  by  representatives  of  the  Balti- 
more &  Ohio  Railroad  would  be  used  to  the  exclusion  of  other  mate- 
rial not  inspected  by  them.     However,  the  inspection  of  the  material 


18  INTERSTATE    COMMERCE    COMMISSION. 

in  the  present  case  had  only  an  indirect  bearing ;  a  more  vital  feature 
pertained  to  the  workmanship  and  assembling  of  the  wheels  on  the 
axle. 

The  axle  failed  prematurely,  the  only  assignable  cause  for  which 
is  found  in  the  surface  defect  on  the  wheel  fit,  to  guard  against  the 
recurrence  of  which  is  a  very  obvious  desideratum. 

The  behavior  of  steel  cars  is  brought  into  prominence  in  this  ac- 
cident. In  several  of  its  annual  reports  to  Congress  the  commission 
has  called  particular  attention  to  the  desirability  of  all  cars  used  in 
high-speed  passenger-train  service  being  constructed  of  steel,  and 
in  connection  with  many  serious  accidents  investigated  attention  has 
been  called  to  the  damage  sustained  by  cars  of  wooden  construction 
as  compared  with  cars  of  steel  construction. 

The  accident  here  under  investigation  affords  another  exceptionally 
interesting  opportunity  for  a  study  of  the  behavior  of  the  all-steel 
passenger  car  in  a  serious  derailment.  The  train  involved  was  run- 
ning on  straight  track  at  the  rate  of  57  miles  per  hour.  Although 
the  impact  of  the  heavy  all-steel  sleeping  car  Eachita  against  the  end 
of  the  modern  steel-truss  bridge,  while  moving  at  high  speed,  dam- 
aged the  bridge  to  such  an  extent  that  it  collapsed,  throwing  the 
sleeping  car  to  the  track  below,  a  distance  of  20  or  25  feet,  yet  the 
car  was  not  seriously  damaged,  and  none  of  its  occupants  killed  or 
seriously  injured.  While,  of  course,  it  is  conjectural  what  would 
have  happened  had  this  car  been  of  wooden  construction,  yet  it  is 
probable  that  had  a  wooden  car  been  involved  it  would  have  been 
seriously  damaged,  if  not  destroyed,  with  the  majority  of  its  occu- 
pants killed  or  seriously  injured. 

In  this  connection  attention  is  also  called  to  the  report  covering  the 
investigation  of  the  accident  which  occurred  on  the  Alabama  Great 
Southern  Railway  near  Livingston,  Ala.,  on  September  18,  1914. 
The  accident  involved  a  passenger  train,  derailed  while  moving  at  a 
speed  estimated  to  have  been  50  miles  per  hour.  In  that  accident 
two  steel  underframe  coaches  were  very  badly  damaged,  many  of 
the  occupants  being  killed,  while  the  wooden  car  immediately  ahead 
of  these  two  cars  was  destroyed.  In  the  report  covering  that  acci- 
dent it  was  stated  that: 

While  none  of  the  steel-underfrarne  cars  was  entirely  destroyed,  as  was  the 
wooden  coach,  nevertheless  it  appears  questionable,  when  comparing  the  dam- 
age sustained  by  the  different  types  of  cars  in  this  train,  whether  the  steel 
underframe  type  of  car  afforded  a  materially  greater  degree  of  safety  to 
passengers  than  the  wooden  coach.  Steel  underframes  will  probably  prevent 
the  buckling  or  breaking  in  two  of  a  car,  and  in  that  respect  cars  so  constructed 
are  undoubtedly  an  improvement  as  compared  with  cars  built  entirely  of  wood; 
if  practically  everything  above  the  steel  underframe  is  to  be  destroyed  in  an 
accident,  however,  it  is  apparent  that  but  little  increased  protection  to  passen- 


ACCIDENT   NEAR  WOODLYN,   PA.  19 

gers  is  afforded.  The  fifth  car  in  the  train,  an  all-steel  Pullman  sleeping  car, 
was  practically  uninjured,  all  the  damage  sustained  by  it  being  confined  to  the 
trucks  and  running  gear. 

The  facts  developed,  in  that  investigation,  as  well  as  in  the  one 
here  under  discussion,  strengthen  previous  recommendations,  made 
in  accident  investigation  reports,  as  well  as  in  the  annual  reports  of 
the  commission  to  Congress,  that  the  greatest  protection  to  passengers 
in  high-speed  trains  can  be  afforded  only  by  the  use  of  all-steel  cars. 

Respectfully  submitted. 


H.  W.  Belnap 


Chief  Division  of  Safety. 


WASHINGTON  :  GOVERNMENT  PRINTING  OFFICE  :  1915 


MinS'Tr  OF  FLORIDA 


3  1262  08856  1849 


